CN107415932B - hybrid vehicle - Google Patents

Abstract

The present invention relates to hybrid vehicles. A hybrid vehicle includes an engine, a first motor, a planetary gear mechanism, a second motor, a battery, and an electronic control unit. The electronic control unit is configured to: set the gear stage based on the accelerator depression amount and the vehicle speed or the driver's operation; set the base driving force based on the accelerator depression amount, the vehicle speed and the target rotation speed; When shifting, the correction driving force is set so that the correction driving force increases with an increase in the elapsed time after the upshift or an increase in the vehicle speed after the upshift; and the engine, the first motor, and the second motor are controlled so that the Correcting the driving force The driving force obtained by correcting the base driving force is output to the drive shaft.

Description

hybrid vehicle

technical field

The present invention relates to a hybrid vehicle.

Background technique

In the prior art, a hybrid vehicle has been proposed in which the rotary element of the planetary gear mechanism, which is connected to the second motor, is connected via a stepped transmission to a drive shaft that is connected to The wheels, three rotating elements of the planetary gear mechanism are connected to the engine, the first motor, and the second motor (for example, see Japanese Patent Application Laid-Open No. 2014-144659 (JP 2014-144659 A)). The driving of the vehicle is basically controlled as follows. First, the required driving force is set based on the depression amount of the driver's accelerator pedal and the vehicle speed, and the required driving force is multiplied by the rotational speed of the drive shaft to calculate the required power to be output from the engine. Then, the target rotational speed of the engine is set based on the operation line of the engine with the optimum required power and fuel efficiency (the optimum fuel efficiency operation line). Then, the engine, the first motor, the second motor, and the stepped transmission are controlled so that the engine rotates at the target rotational speed to output the required power, and the required driving force is output to the drive shaft for running the vehicle.

SUMMARY OF THE INVENTION

In the above-described hybrid vehicle, the operating point of the engine can be freely set regardless of the gear stage of the stepped transmission. Therefore, there is no need to change the rotational speed of the engine even when the geared transmission is shifting. When the driver steps on the accelerator pedal to increase the vehicle speed, the stepped transmission upshifts as the vehicle speed increases. However, when the power required by the engine does not change before and after the upshift, the engine operates without changing the rotational speed of the engine. In this case, since the driver usually has a feeling of a speed change in which the rotational speed of the engine is reduced due to the upshift of the stepped transmission as a driving feeling, the driver may feel such a feeling of the speed change without taking such a feeling of the speed change. discomfort. In this regard, it is conceivable to set a target rotational speed of the engine for each gear stage of the stepped transmission, and to set an upper limit driving force based on the set target rotational speed of the engine to limit the required driving force. However, in this case, since the driving force output to the drive shaft depends on the engine characteristics, the acceleration force after the upshift may be insufficient. Such a problem is real when virtual speed step shifting is performed in a hybrid vehicle that does not include a stepped transmission.

The present invention provides a hybrid vehicle capable of achieving a good driving feeling and acceleration performance with respect to an upshift.

A hybrid vehicle according to an aspect of the present invention includes an engine, a first motor, a planetary gear mechanism, a second motor, a battery, and an electronic control unit. The three rotation elements of the planetary gear mechanism are respectively connected to the output shaft of the engine, the rotation shaft of the first motor, and the drive shaft connected to the axle. The second motor is connected to the drive shaft and is configured to input power to and output power from the drive shaft. The battery is configured to provide power to and derive power from the first and second motors. The electronic control unit is configured to: set the gear stage based on the accelerator depression amount and the vehicle speed or the driver's operation; set the target rotational speed of the engine based on the gear shift stage and the vehicle speed; set the target rotational speed based on the accelerator depression amount, the vehicle speed and the target rotational speed to set the base driving force; when the gear stage is upshifted, the correction driving force is set so that the corrected driving force increases with an increase in the elapsed time after the upshift or an increase in the vehicle speed after the upshift; and the engine, the first A motor and a second motor such that a driving force obtained by correcting the base driving force using the corrected driving force is output to the drive shaft for running the hybrid vehicle.

According to the hybrid vehicle of the present aspect, even when the driver steps on the accelerator pedal and the hybrid vehicle upshifts, the engine speed can be obtained based on the gear stage and the vehicle speed, and a better driving feeling can be given to the driver. Since the base driving force is corrected using the corrected driving force based on an increase in elapsed time after upshifting or an increase in vehicle speed after upshifting, it is possible to give the driver a good feeling of an increase in acceleration force after upshifting. As a result, good driving feeling and acceleration performance can be achieved in an upshift.

In the hybrid vehicle according to the present aspect, the electronic control unit may be configured to control the second motor such that the power required for correcting the base driving force using the correction driving force is covered by the power for charging and discharging the battery. According to the hybrid vehicle of the present aspect, it is possible to give the driver an acceleration feeling after upshifting without changing the engine power.

In the hybrid vehicle according to the present aspect, the electronic control unit may be configured to control the second motor so that the power used for charging and discharging the battery just after the upshift is used as the charge-side power, and as time elapses Converted to discharge side power. According to the hybrid vehicle of the present aspect, when the base driving force is corrected, the charge/discharge balance of the battery can be maintained.

In the hybrid vehicle according to the present aspect, the electronic control unit may be configured to set the correction driving force to be smaller as the rotational speed of the engine becomes lower. According to the hybrid vehicle of the present aspect, when the rotational speed of the engine is low, the driving force can be smoothly changed in consideration of fuel efficiency.

In the hybrid vehicle according to the present aspect, the electronic control unit may be configured to set the correction driving force to be smaller as the electric storage ratio becomes lower, wherein the electric storage ratio is the dischargeable electric power of the battery to the total capacity ratio. According to the hybrid vehicle of the present aspect, when the power storage ratio of the battery is low, the charging and discharging of the battery can be minimized to protect the battery.

In the hybrid vehicle according to the present aspect, the electronic control unit may be configured to set the correction driving force to be smaller when the temperature of the battery is not within the proper temperature range than when the temperature of the battery is within the proper temperature range. According to the hybrid vehicle of the present aspect, when the temperature of the battery is not within an appropriate temperature range, the charging and discharging of the battery can be minimized to protect the battery.

In the hybrid vehicle according to the present aspect, the electronic control unit may be configured to set the correction driving force to gradually decrease when a predetermined time elapses after the upshift. According to the hybrid vehicle of the present aspect, it is possible to prevent the base driving force from being largely corrected within a predetermined time after the upshift, and suppress overdischarge of the battery.

In the hybrid vehicle according to the present aspect, the electronic control unit may be configured to set the required driving force to be output to the drive shaft based on the depression amount of the accelerator and the vehicle speed. The electronic control unit may be configured to set the maximum power output from the engine as the upper limit power when the engine is operating at the target rotational speed. The electronic control unit may be configured to set the driving force when the upper limit power is output to the drive shaft as the upper limit driving force. The electronic control unit may be configured to set the smaller of the upper limit driving force and the required driving force as the base driving force. According to the hybrid vehicle of the present aspect, the lower one of the upper limit driving force set in consideration of the shift stage and the required driving force set without considering the shift stage can be set as the base driving force.

In the hybrid vehicle according to the present aspect, the shift stage may be a virtual shift stage. The hybrid vehicle may further include a stepped transmission, the stepped transmission is attached between the drive shaft and the planetary gear mechanism, and the shift stage may be a shift stage of the stepped transmission, or by adding a virtual shift stage to the stepped transmission The transmission speed obtained by the transmission speed. Here, "the shift stage obtained by adding the virtual shift stage to the shift stage of the stepped transmission" means: combining the shift stage of the stepped transmission with the virtual shift stage to obtain a virtual shift stage with two stages in the planetary gear mechanism The shifting stages are added to the shifting stages of the stepped transmission having two stages to realize a total of four shifting stages, and by adding the virtual shifting stages having two stages in the planetary gear mechanism to the shifting stages of the stepped transmission having four stages A total of eight gear shifts are obtained. Therefore, a desired number of shift stages can be utilized.

Description of drawings

The features, advantages, and technical and industrial implications of exemplary embodiments of the present invention will be described below with reference to the accompanying drawings, in which like reference numerals refer to like elements, and wherein:

FIG. 1 is a diagram schematically showing the configuration of a hybrid vehicle 20 according to the first embodiment;

2 is a flowchart showing an example of a rear upshift drivability priority drive control routine (first half) executed by the HVECU 70 in the driving feeling priority mode and upshifting to the D position;

3 is a flowchart showing an example of a rear upshift drivability priority drive control routine (second half);

4 is a diagram showing an example of an accelerator required driving force setting map;

5 is a diagram showing an example of a charge/discharge required power setting map;

6 is a diagram showing an example of a fuel efficiency-optimized engine speed setting map;

FIG. 7 is a diagram showing an example of a shift stage map;

8 is a diagram showing an example of a drivability target engine speed setting map;

9 is a diagram showing an example of an upper limit engine power setting map;

10 is a diagram showing an example of a post-upshift charge/discharge power setting map;

11 is a diagram showing an example of a reflection rate setting map corresponding to the post-upshift time t;

12 is a diagram showing an example of a reflection rate setting map corresponding to the engine rotational speed Ne;

13 is a diagram showing an example of a reflection rate setting map corresponding to the power storage ratio SOC;

14 is a diagram showing an example of a reflection rate setting map corresponding to the battery temperature Tb;

15 is a flowchart showing a rear upshift drivability priority drive control routine (second half) according to a modified example;

16 is a diagram showing an example of a rear-upshift charge/discharge power setting map according to a modified example;

17 is a flowchart showing an example of a rear upshift drivability priority drive control routine executed by the HVECU 70 when upshifting to the M position;

FIG. 18 is a diagram schematically showing the configuration of a hybrid vehicle 120 according to the second embodiment;

19 is a diagram showing an example of a shift stage map used in the second embodiment;

20 is a flowchart showing an example of the rear upshift drivability priority drive control routine (first half) according to the second embodiment executed by the HVECU 70 in the driving feeling priority mode and upshifting to the D position ;

21 is a flowchart showing an example of a rear upshift drivability priority drive control routine (second half) according to the second embodiment; and

22 is a flowchart showing an example of the rear upshift drivability priority drive control routine (first half) according to the second embodiment executed by the HVECU 70 when upshifting to the M position.

Detailed ways

Embodiments of the present invention will be described below with reference to the accompanying drawings.

FIG. 1 is a diagram schematically showing the configuration of a hybrid vehicle 20 according to a first embodiment of the present invention. As shown in the drawing, the hybrid vehicle 20 according to the first embodiment includes an engine 22, a planetary gear 30, motors MG1 and MG2, inverters 41 and 42, a battery 50, and a hybrid electronic control unit (hereinafter referred to as "HVECU" ”) 70.

The engine 22 is composed of an internal combustion engine that outputs power using gasoline, diesel, or the like as fuel. The operation of the engine 22 is controlled by an engine electronic control unit (hereinafter referred to as "engine ECU") 24 .

Although not shown in the figure, the engine ECU 24 is constituted by a microprocessor centered on the CPU, and includes, in addition to the CPU, a ROM that stores processing programs, a RAM that temporarily stores data, input and output ports, and a communication port. Signals from various sensors required for controlling the driving of the engine 22 are input to the engine ECU 24 via an input port. Examples of signals input to the engine ECU 24 include: the crank angle θcr from the crank position sensor 23, which detects the rotational position of the crankshaft 26 of the engine 22; and the throttle opening level TH from the throttle position sensor, The throttle valve position sensor detects the position of the throttle valve. Various control signals for controlling the driving of the engine 22 are output from the engine ECU 24 via the output port. Examples of signals output from the engine ECU 24 include a drive control signal for a throttle motor that adjusts the position of the throttle valve, a drive control signal for a fuel injection valve, and a drive control signal for an ignition coil integrally formed with an igniter. The engine ECU 24 is connected to the HVECU 70 via a communication port, controls driving of the engine 22 using a control signal from the HVECU 70 , and outputs data on the operating state of the engine 22 to the HVECU 70 as needed. The engine ECU 24 calculates the rotational speed of the crankshaft 26 , that is, the rotational speed Ne of the engine 22 based on the crank angle θcr from the crank position sensor 23 .

The planetary gear 30 is constituted by a single-pinion type planetary gear mechanism. The rotor of the motor MG1 is connected to the sun gear of the planetary gear 30 . The drive shaft 36 connected to the drive wheels 39 a and 39 b via the differential gear 38 is connected to the ring gear of the planetary gear 30 . The crankshaft 26 of the engine 22 is connected to the carrier of the planetary gears 30 via a damper 28 .

The motor MG1 is constituted by, for example, a synchronous generator motor, and as described above, the rotor of the motor MG1 is connected to the sun gear of the planetary gear 30 . The motor MG2 is constituted by, for example, a synchronous generator motor, and the rotor of the motor MG2 is connected to the drive shaft 36 . The inverters 41 and 42 are connected to the battery 50 via a power line 54 . The motors MG1 and MG2 are rotationally driven by controlling the switching of a plurality of switching elements (not shown) of the inverters 41 and 42 by a motor electronic control unit (hereinafter referred to as "motor ECU") 40 .

Although not shown in the drawing, the motor ECU 40 is constituted by a microprocessor centered on the CPU, and includes, in addition to the CPU, a ROM storing processing programs, a RAM temporarily storing data, input and output ports, and a communication port. Signals from various sensors required for controlling the driving of the motors MG1 and MG2 are input to the motor ECU 40 via the input port. Examples of signals input to the motor ECU 40 include: the rotational positions θm1 and θm2 from the rotational position sensors 43 and 44 that detect the rotational positions of the rotors of the motors MG1 and MG2; and the phase currents from the current sensors, the current The sensors detect currents flowing in the phases of the motors MG1 and MG2. Switch control signals for unshown switching elements of the inverters 41 and 42 are output from the motor ECU 40 via the output ports. The motor ECU 40 is connected to the HVECU 70 via a communication port, controls the driving of the motors MG1 and MG2 using control signals from the HVECU 70 , and outputs data on the driving states of the motors MG1 and MG2 to the HVECU 70 as needed. The motor ECU 40 calculates the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 based on the rotational positions θm1 and θm2 of the rotors of the motors MG1 and MG2 from the rotational position sensors 43 and 44 .

The battery 50 is composed of, for example, a lithium-ion secondary battery or a nickel-hydrogen secondary battery, and is connected to the inverters 41 and 42 via a power line 54 . The battery 50 is managed by a battery electronic control unit (hereinafter referred to as “battery ECU”) 52 .

Although not shown in the figure, the battery ECU 52 is constituted by a microprocessor centered on the CPU, and includes, in addition to the CPU, a ROM that stores processing programs, a RAM that temporarily stores data, input and output ports, and a communication port. Signals from various sensors required for managing the battery 50 are input to the battery ECU 52 via an input port. Examples of signals input to the battery ECU 52 include: the battery voltage Vb from the voltage sensor 51a provided between the terminals of the battery 50; the battery current Ib from the current sensor 51b attached to the battery 50 an output terminal; and the battery temperature Tb from a temperature sensor 51 c attached to the battery 50 . The battery ECU 52 is connected to the HVECU 70 via a communication port, and outputs data on the state of the battery 50 to the HVECU 70 as needed. The battery ECU 52 calculates the power storage ratio SOC based on the integrated value of the battery current Ib from the current sensor 51b. The power storage ratio SOC is the ratio of the dischargeable electric power of the battery 50 to the entire capacity of the battery 50 .

Although not shown in the figure, the HVECU 70 is constituted by a microprocessor centered on the CPU, and includes, in addition to the CPU, a ROM storing processing programs, a RAM temporarily storing data, input and output ports, and a communication port. Signals from various sensors are input to the HVECU 70 via an input port. Examples of signals input to the HVECU 70 include: an ignition signal from an ignition switch 80; a shift position SP from a shift position sensor 82 that detects the operation position of the shift lever 81; For the pressure amount Acc, the accelerator pedal position sensor 84 detects the depression amount of the accelerator pedal 83; Examples of input signals also include the vehicle speed V from the vehicle speed sensor 88 and the mode switch control signal from the mode switch 90 . As described above, the HVECU 70 is connected to the engine ECU 24, the motor ECU 40 and the battery ECU 52 via the communication ports, and gives various control signals or data to the engine ECU 24, the motor ECU 40 and the battery ECU 52 and from the engine ECU 24, the motor ECU 40 and the battery ECU 52 to obtain various control signals or data.

Examples of the shift position SP include a parking position (P position), a reverse position (R position), a neutral position (N position), a travel position (D position), and a manual position (M position). The manual position (M position) is provided with an upshift position (+ position) and a downshift position (- position). When the shift position SP is changed to the manual position (M position), the driving of the engine 22 is controlled so that the engine 22 is connected to the drive shaft 36 via the automatic transmission of six virtual shift stages. The mode switch 90 is a switch for selecting a driving mode including a driving feeling priority mode and a normal driving mode in which the fuel efficiency is slightly reduced but the driver's driving feeling (driving performance or driving feeling) has priority. level, while fuel efficiency has priority in normal driving mode. When the normal driving mode is selected and the shift position SP is in the travel position (D position), the driving of the engine 22 and the motors MG1 and MG2 is controlled so that the static inertia and the fuel efficiency are compatible with each other. When the driving feeling priority mode is selected and the shift position SP is in the travel position (D position), the driving of the engine 22 is controlled so that the engine is connected to the drive shaft 36 via the automatic transmission of six virtual shift stages.

The hybrid vehicle 20 according to the first embodiment having the above-described configuration travels in any one of a plurality of travel modes including a hybrid travel (HV travel) mode and an electric travel (EV travel) mode. Here, the HV running mode is a mode in which the vehicle runs using power from the engine 22 and power from the motors MG1 and MG2 while operating the engine 22 . The EV travel mode is a mode in which the vehicle travels using power from the motor MG2 without operating the engine 22 .

The operation of the hybrid vehicle 20 having the above-described configuration will be described below, specifically, when the automatic transmission of six virtual shift stages is upshifted during driving in a state where the driving feeling priority mode is selected by the mode switch 90 . FIGS. 2 and 3 are flowcharts showing an example of a rear upshift drivability priority drive control routine executed by the HVECU 70 when the driving feeling priority mode is selected and the shift position SP is upshifted to the travel position (D position). . This routine is repeatedly executed for a predetermined time until the elapsed time after the upshift (post-upshift time) t reaches a threshold value tref (eg, 1 second). Whether or not the transmission has been upshifted can be determined based on the amount of depression of the accelerator ACC, the vehicle speed V, and the shift stage M set using the shift stage map. Before describing the drive control in the drive feel priority mode when the shift position is upshifted to the D position using the rear upshift drivability priority drive control routine shown in FIGS. 2 and 3 , for convenience of explanation, first The driving control in the normal driving mode and at the D position (driving control in the HV driving mode) will be described.

In the normal driving mode, when the vehicle travels in the HV driving mode, the drive control is performed by the HVECU 70 as follows. The HVECU 70 first calculates the accelerator required driving force Tda required for traveling (required by the drive shaft 36 ) based on the depression amount Acc of the accelerator Acc and the vehicle speed V, and sets the accelerator required driving force Tda as the effective driving force Td*. For example, the accelerator required driving force Tda can be calculated from the accelerator required driving force setting map shown in FIG. 4 . Then, the set effective driving force Td* is multiplied by the rotational speed Nd of the drive shaft 36 to calculate the running required power Pedrv required for running. Here, the rotational speed obtained by multiplying the rotational speed Nm2 of the motor MG2 by the conversion factor km, the rotational speed obtained by multiplying the vehicle speed V by the conversion factor kv, and the like can be used as the rotational speed Nd of the drive shaft 36 . The charge/discharge required power Pb* of the battery 50 (which has a positive value when discharged from the battery 50 ) is set such that the power storage ratio SOC of the battery 50 is close to the target ratio SOC*, and as expressed by Expression (1), The target engine power Pe* is calculated by subtracting the charging/discharging required power Pb* of the battery 50 from the running required power Pedrv. For example, the charge/discharge required power Pb* is set using the charge/discharge required power setting map shown in FIG. 5 . In the charge/discharge request power setting map, a dead band from a value S1 to a value S2 with respect to the target ratio SOC* is set, and when the power storage ratio SOC is larger than the upper limit value S2 of the dead band, the charge/discharge request is made The power Pb* is set as the discharge power (power with a positive value), and the charge/discharge required power Pb* is set as the charge power (power with a negative value) when the power storage ratio SOC is less than the lower limit value S1 of the dead zone ).

Pe*=Pedrv-Pb* (1)

Then, the fuel efficiency optimum engine speed Nefc is calculated using the target engine power Pe* and the fuel efficiency optimum engine speed setting map, and the fuel efficiency optimum engine speed Nefc is set as the target engine speed Ne*. An example of the fuel efficiency optimum engine speed setting map is shown in FIG. 6 . The fuel-efficiency optimum engine speed setting map is determined as a relationship between the target engine power Pe* and the speed at which the engine 22 can operate efficiently through experiments or the like. Since the fuel efficiency optimum engine speed Nefc basically increases as the target engine power Pe* increases, the target engine speed Ne* also increases as the target engine power Pe* increases. Subsequently, as expressed by Expression (2), the rotational speed Ne of the engine 22, the target engine rotational speed Ne*, the target engine power Pe*, and the gear ratio ρ of the planetary gear 30 (the number of teeth of the sun gear/the number of teeth of the ring gear) are used To calculate the torque command Tm1* of the motor MG1. Expression (2) is a relational expression for rotational speed feedback control for rotating the engine 22 at the target engine rotational speed Ne*. In Expression (2), the first term on the right side is the feedforward term, and the second and third terms on the right side are the proportional term and the integral term of the feedback term. The first term on the right side represents the torque for causing the motor MG1 to receive the torque output from the engine 22 and applied to the rotating shaft of the motor MG1 via the planetary gear 30 . The "kp" of the second term on the right side represents the gain of the proportional term, and the "ki" of the third term on the right side represents the gain of the integral term. Considering the case where the engine 22 is in a substantially stationary state (when the target engine speed Ne* and the target engine power Pe* are substantially constant), it can be seen that as the target engine power Pe* increases, on the right side of the expression (2) The first term on decreases (its absolute value increases), the torque command Tm1* of the motor MG1 decreases (increases to the negative side), and the motor obtained by multiplying the torque command Tm1* of the motor MG1 by the rotational speed Nm1 The power of the MG1 (which has a positive value when the power is consumed) decreases (the generated power increases).

Tm1*=-(Pe*/Ne*)·[ρ/(1+ρ)]+kp·(Ne*-Ne)+ki·∫(Ne*-Ne)dt (2)

Then, as expressed in Expression (3), the torque output from the motor MG1 and applied to the drive shaft 36 via the planetary gear 30 when the motor MG1 is driven according to the torque command Tm1* is subtracted from the effective driving force Td* (-Tm1*/ρ) to set the torque command Tm2* of the motor MG2. The torque command Tm2* of the motor MG2 is limited to the torque limit Tm2max obtained from the output limit Wout of the battery 50 using Expression (4). The torque limit Tm2max is obtained by subtracting the electric power of the motor MG1 from the input/output limit Wout of the battery 50 and dividing the resultant value by the rotational speed Nm2 of the motor MG2, obtained by multiplying the torque command Tm1* of the motor MG1 by the rotational speed Nm1 The electric power of the motor MG1 is as expressed by the expression (4).

Tm2*=Td*+Tm1*/ρ(3)Tm2max=(Wout-Tm1*·Nm1)/Nm2(4)

When the target engine power Pe*, the target engine rotational speed Ne*, and the torque commands Tm1* and Tm2* of the motors MG1 and MG2 are set in this way, the target engine power Pe* and the target engine rotational speed Ne* are transmitted to the engine ECU 24 , and the torque commands Tm1* and Tm2* of the motors MG1 and MG2 are transmitted to the motor ECU 40 .

When receiving the target engine power Pe* and the target engine rotational speed Ne*, the engine ECU 24 executes intake air amount control, fuel injection control, ignition control, etc. of the engine 22 so that the engine 22 is based on the received target engine power Pe* and all the It operates according to the received target engine speed Ne*. When receiving the torque commands Tm1*, Tm2* of the motors MG1 and MG2, the motor ECU 40 executes switching control of the plurality of switching elements of the inverters 41 and 42 so that the motors MG1 and MG2 receive the torque commands Tm1* and Tm2* with the torque commands Tm1* and Tm2* to be driven.

When the target engine power Pe* is less than the threshold value Pref in the HV travel mode, it is determined that the stop condition of the engine 22 is satisfied, and the operation of the engine 22 is stopped to transition to the EV travel mode.

In the EV running mode, the HVECU 70 sets the effective driving force Td* and the torque command Tm1* of the motor MG1 to a value of 0 in the same manner as in the HV running mode, and in the same manner as in the HV running mode Set the torque command Tm2* of the motor MG2. The torque commands Tm1* and Tm2* of the motors MG1 and MG2 are transmitted to the motor ECU 40 . Then, as described above, the motor ECU 40 performs switching control of the plurality of switching elements of the inverters 41 and 42 .

In the EV travel mode, when the target engine power Pe* calculated in the same manner as in the HV travel mode is equal to or greater than the threshold value Pref, it is determined that the start condition of the engine 22 is satisfied and the engine 22 starts transition to the HV travel mode.

Next, the drive control when the shift position is upshifted to the D position in the driving feeling priority mode will be described with reference to the rear upshift drivability priority drive control routine shown in FIGS. 2 and 3 . When the post-upshift drivability priority drive control routine is executed, the HVECU 70 receives the accelerator depression amount Acc from the accelerator pedal position sensor 84 , the vehicle speed V from the vehicle speed sensor 88 , the rotational speed Ne of the engine 22 , and the charge of the battery 50 . ratio SOC and battery temperature Tb (step S100 ), and the accelerator request is set using the received accelerator depression amount Acc, the received vehicle speed V, and the accelerator required driving force setting map shown in FIG. 4 driving force Tda (step S110). Here, the result calculated based on the crank angle θcr from the crank position sensor 23 can be received from the engine ECU 24 through communication as the rotational speed Ne of the engine 22 . The result calculated based on the integrated value of the battery current Ib from the current sensor 51b can be received from the battery ECU 52 through communication as the power storage ratio SOC of the battery 50 . The result detected by the temperature sensor 51c can be received from the battery ECU 52 through communication as the battery temperature Tb.

Subsequently, the gear stage M is set using the accelerator depression amount Acc, the vehicle speed V and the gear stage map (step S120 ), and the drivability is set using the vehicle speed V, the gear stage M and the drivability target engine speed setting map The target engine speed Netagf (step S130). FIG. 7 shows an example of a shift stage map. In the figure, a solid line indicates an upshift line, and a broken line indicates a downshift line. In the first embodiment, since the control is performed by the automatic transmission of six virtual shift stages, the shift stage map also corresponds to the six shift stages. FIG. 8 shows an example of a drivability target engine speed setting map. In the drivability target engine rotational speed setting map of the first embodiment, the drivability target engine rotational speed Netagf is set to be linearly related to the vehicle speed V for each shift stage so that the slope with respect to the vehicle speed V increases with the shift stage. large and reduced. The reason why the drivability target engine speed Netagf is set in this way is by increasing the speed Ne of the engine 22, decreasing the speed Ne of the engine 22 in an upshift, or increasing the speed Ne as the vehicle speed V increases for each gear stage. The rotational speed Ne of the engine 22 in the downshift is to give the driver the driving feeling of the vehicle equipped with the automatic transmission.

Then, the upper limit engine power Pelim is set using the drivability target engine speed Netagf and the upper limit engine power setting map (step S140). When the upper limit engine power Pelim is set, the upper limit driving force Tdlim is set by dividing the upper limit engine power Pelim by the rotational speed Nd of the drive shaft 36 (step S150). The rotational speed obtained by multiplying the rotational speed Nm2 of the motor MG2 by the conversion factor km or the rotational speed obtained by multiplying the vehicle speed v by the conversion factor Kv can be used as the rotational speed Nd of the drive shaft 36 as described above.

The accelerator required driving force Tda and the upper limit driving force Tdlim are compared (step S160). When the accelerator required driving force Tda is equal to or smaller than the upper limit driving force Tdlim, the accelerator required driving force Tda is set as the base driving force Tdb (step S170 ), and will be determined by multiplying the accelerator required driving force Tda by the rotational speed Nd of the drive shaft 36 The obtained result is set as the target engine power Pe* (step S180). Therefore, the target engine power Pe* can be referred to as the power for outputting the accelerator required driving force Tda to the drive shaft 36 .

On the other hand, when the accelerator required driving force Tda is greater than the upper limit driving force Tdlim, the upper limit driving force Tdlim is set as the base driving force Tdb (step S190 ), and the upper limit engine power Pelim is set as the target engine power Pe* (step S190 ) S200). Since the upper limit driving force Tdlim is calculated by dividing the upper limit engine power Pelim by the rotational speed Nd of the drive shaft 36 in step S150 , the upper limit engine power Pelim can be referred to as the power for outputting the upper limit driving force Tdlim to the drive shaft 36 .

Then, the drivability target engine speed Netagf is set as the target engine speed Ne* (step S210), and the torque command Tm1* of the motor MG1 is set using the expression (2) (step S220). By setting the drivability engine rotational speed Nedrvf as the target engine rotational speed Ne*, the engine 22 can be operated at the rotational speed corresponding to the shift stage M, and a good driving feeling can be given to the driver.

Then, the post-upshift time t, which is the time elapsed after the upshift, is measured (step S230 ), and it is determined whether the post-upshift time t is less than the threshold value tref (step S240 ). The threshold value tref is the addition control to add the correction driving force Tdc to the base driving force Tdb for upshifting and can be determined as, for example, an upper limit time of 1 second as described above. When the post-upshift time t is less than the threshold value tref, the post-upshift vehicle speed increment ΔV is calculated by subtracting the post-upshift vehicle speed Vset from the current vehicle speed V, the post-upshift vehicle speed increment ΔV being the vehicle speed V after the upshift Increment (step S250). The vehicle speed V detected by the vehicle speed sensor 88 and stored in the RAM at the time of upshifting can be used as the vehicle speed Vset. The battery charge/discharge power Pb is set using the rear upshift vehicle speed increment ΔV and the charge/discharge power setting map (step S260 ), and is obtained by dividing the battery charge/discharge power Pb by the rotational speed Nd of the drive shaft 36 The result is set as a temporary correction driving force Tdctmp, which is a temporary value of the correction driving force Tdc (step S270). FIG. 10 shows an example of a rear upshift charge/discharge power setting map. In the rear upshift charging/discharging power setting map, when the rear upshifting vehicle speed increment ΔV is smaller than the predetermined value ΔV1, the battery charging/discharging power is the charging power (power of a negative value), and the charging power is set as It decreases as the rear upshift vehicle speed increment ΔV approaches the predetermined value ΔV1. When the post-upshift vehicle speed increment ΔV is equal to the predetermined value ΔV1, the charge/discharge power is zero. When the post-upshift vehicle speed increment ΔV is larger than the predetermined value ΔV1, the battery charge/discharge power is a discharge power (power of a positive value), and the discharge power is set to increase as the post-upshift vehicle speed increment ΔV increases big. Therefore, the temporary correction driving force Tdctmp is set to be used as the braking force just after the upshift, so that the braking force decreases as the vehicle speed V increases, to change the braking force to the driving force and increase the driving force. Therefore, the charge/discharge balance of the battery 50 can be maintained, and the overdischarge of the battery 50 can be suppressed.

The reflection rates ka, kb, kc, and kd are set within the range of values from 0 to 1.0 using the post-upshift time t, the engine speed Ne, the power storage ratio SOC, the battery temperature Tb, and the corresponding reflection rate setting map (step S280 ). ), and the result obtained by multiplying the temporary corrected driving force Tdctmp by the reflection rates ka, kb, kc, and kd is set as the corrected driving force Tdc (step S290).

FIG. 11 shows an example of a reflection rate setting map corresponding to the post-upshift time t, FIG. 12 shows an example of a reflection rate setting map corresponding to the engine speed Ne, and FIG. 13 shows an example of a reflection rate setting map corresponding to the power storage An example of the reflection rate setting map corresponding to the ratio SOC, and FIG. 14 shows an example of the reflection rate setting map corresponding to the battery temperature Tb. In the reflection rate setting map corresponding to the post-upshift time t, the reflection rate is set to a value of 1.0 before the post-upshift time t reaches the time t1, and when the post-upshift time t is greater than the time t1, it follows the post-upshift time t. The shift time t increase reflection rate is set to a value close to 0, and the reflection rate is set to a value of 0 when the post-upshift time t reaches the above-mentioned threshold value tref. Therefore, since the corrected driving force Tdc gradually decreases toward the value 0 as the post-upshift time t increases, the battery 50 can be prevented from being continuously discharged with a large power over a long period of time. In the reflection rate setting map corresponding to the engine rotation speed Ne, the reflection rate is set to decrease as the engine rotation speed Ne decreases. Therefore, when the post-upshift vehicle speed increment ΔV is large and the engine speed Ne is low, the corrected driving force Tdc does not increase much, and thus the driving force can be smoothly changed in consideration of fuel efficiency. In the reflection rate setting map corresponding to the power storage ratio SOC, the reflection rate is set to decrease as the power storage ratio SOC decreases. In the reflection rate setting map corresponding to the battery temperature Tb, when the battery temperature Tb is in a temperature range equal to or higher than the temperature Tb1 and equal to or lower than the temperature Tb2 higher than the temperature Tb1 (in an appropriate temperature range) , the reflection rate is set to a value of 1, and the reflection rate is set to decrease when the battery temperature Tb is lower than the temperature Tb1 and higher than the temperature Tb2. These configurations are provided to protect the battery 50 by limiting the discharge of the battery 50 .

When the correction driving force Tdc is set in this way, the result obtained by adding the correction driving force Tdc to the base driving force Tdb is set as the effective driving force Td* (step S300 ), and the expression (3) is used The torque command Tm2* of the motor MG2 is set (step S310). Then, the target engine power Pe* and the target engine rotational speed Ne* are transmitted to the engine ECU 24, the torque commands Tm1* and Tm2* are transmitted to the motor ECU 40 (step S320), and the routine ends.

On the other hand, when it is determined in step S250 that the rear upshift time t is equal to or greater than the threshold value tref, the base driving force Tdb is set as the effective driving force Td* (step S330 ), the motor MG2 is set using the expression (3) (step S340), the target engine power Pe* and the target engine rotational speed Ne* are transmitted to the engine ECU 24, the torque commands Tm1* and Tm2* are transmitted to the motor ECU 40 (step S350), and the routine ends .

The rear upshift drivability priority drive control routine has been described above. When the transmission is not upshifted or when the elapsed time after the upshift (post-upshift time t) is greater than the threshold value tref, the base driving force Tdb is set as the effective driving force Td*, and the effective driving force Td* is controlled to be output to the driving force Axle 36. At this time, the target engine power Pe* may be set as follows. In step S150, the upper limit driving force Tdlim is set by dividing the result obtained by adding the charging/discharging required power Pb* to the upper limit engine power Pelim by the rotational speed Nd of the drive shaft 36, and the accelerator required driving force Tda is combined with the upper limit driving force The forces Tdlim are compared with each other (step S160). When the accelerator required driving force Tda is equal to or smaller than the upper limit driving force Tdlim, in step S180, the charge/discharge required power Pb* is subtracted from the result obtained by multiplying the accelerator required driving force Tda by the rotational speed Nd of the drive shaft 36 And the result obtained is set as the target engine power Pe*. On the other hand, when the accelerator required driving force Tda is greater than the upper limit driving force Tdlim, the upper limit engine power Pelim is set as the target engine power Pe* (step S200).

In the above-described hybrid vehicle 20 according to the first embodiment, when the shift position is the D position in the driving feeling priority mode, the shift stage M is set based on the accelerator depression amount Acc and the vehicle speed V, and based on the vehicle speed V and The drivability target engine speed Netagf (target engine speed Ne*) is set for the gear stage M. The upper limit engine power Pelim is set based on the drivability target engine rotation speed Netagf, and the upper limit driving force Tdlim is set by dividing the upper limit engine power Pelim by the rotation speed Nd of the drive shaft 36 . When the accelerator required driving force Tda is equal to or smaller than the upper limit driving force Tdlim, the accelerator required driving force Tda is set as the base driving force Tdb. When the accelerator required driving force Tda is greater than the upper limit driving force Tdlim, the upper limit driving force Tdlim is set as the base driving force Tdb. That is, the base driving force Tdb is set based on the accelerator required driving force Tda (the accelerator depression amount Acc and the vehicle speed V) and the drivability target engine rotational speed Netagf. When the shift stage M is upshifted, the corrected driving force Tdc is set based on the post-upshift vehicle speed increment ΔV, and the engine 22 and the motors MG1 and MG2 are controlled such that the corrected driving force Tdc obtained by adding the corrected driving force Tdc to the base driving force Tdb The effective driving force Td* is output to the drive shaft 36 for running the hybrid vehicle. Therefore, when the driver steps on the accelerator pedal 83 for upshifting, the engine 22 can be rotated depending on the shift stage M, and a better driving feeling can be given to the driver. After the upshift, as the vehicle speed V increases, the driving force output to the drive shaft 36 is greatly corrected. Therefore, it is possible to give the driver a good feeling of the increase in the acceleration force after the upshift. As a result, good driving feeling and acceleration performance can be achieved in an upshift.

Further, in the hybrid vehicle 20 according to the first embodiment, when the accelerator required driving force Tda is equal to or smaller than the upper limit driving force Tdlim, the power for outputting the accelerator required driving force Tda to the drive shaft 36 is set as the target Engine power Pe*. When the accelerator required driving force Tda is greater than the upper limit driving force Tdlim, the upper limit engine power Pelim obtained from the drivability target engine speed Netagf is set as the target engine power Pe*. On the other hand, the battery charging/discharging power Pb is set based on the rear-upshift vehicle speed increment ΔV, and is set based on the temporary corrected driving force Tdctmp obtained by dividing the battery charging/discharging power Pb by the rotational speed Nd of the drive shaft 36 The driving force Tdc is corrected, and the corrected driving force Tdc is added to the base driving force Tdb. That is, regardless of the magnitude of the corrected driving force Tdc, the same target engine power Pe* is set, and the engine 22 is operated at the same operating point. Therefore, the rotational speed Ne of the engine 22 can be prevented from increasing or decreasing from the rotational speed based on the vehicle speed V and the gear stage M (drivability target engine rotational speed Netagf) due to the correction of the driving force Tdc.

In the hybrid vehicle 20 according to the first embodiment, the battery charging/discharging power Pb is set to be used as the charging power when the rear upshift vehicle speed increment ΔV is smaller than the predetermined value ΔV1, and as the rear upshift vehicle speed increment ΔV When it is larger than the predetermined value ΔV1, it is used as the discharge power. Therefore, by correcting the driving force output to the drive shaft 36 after the upshift, the charge/discharge balance of the battery 50 can be maintained, and overdischarge of the battery 50 can be suppressed.

In the hybrid vehicle 20 according to the first embodiment, after the post-upshift time t reaches the time t1, the reflection rate ka that gradually decreases from 1.0 to 0 with the elapse of time is set, and based on the temporary correction driving by The result obtained by multiplying the force Tdctmp by the reflection rate ka sets the corrected driving force Tdc. Therefore, it is possible to prevent the battery 50 from being continuously discharged with a large power.

In the hybrid vehicle 20 according to the first embodiment, the reflection rate kb is set to decrease as the engine rotational speed Ne decreases, and based on the result obtained by multiplying the temporary corrected driving force Tdctmp by the reflection rate kb Set the correction driving force Tdc. Therefore, when the rotational speed Ne of the engine 22 is low, the driving force can be smoothly changed in consideration of the fuel efficiency.

In the hybrid vehicle 20 according to the first embodiment, in all the shift stages M, the drivability target engine speed Netagf is set as the target engine speed Ne*. However, when the shift stage M is smaller than the threshold value Mref, the drivability target engine speed Netagf may be set as the target engine speed Ne*, and when the shift stage M is equal to or greater than the threshold value Mref, it may be used to make the output from the engine 22 the target The smaller one of the engine power Pe* for the fuel efficiency optimum engine speed Nefc and the drivability target engine speed Netagf is set as the target engine speed Ne*. The smaller one of the fuel efficiency optimum engine speed Nefc and the drivability target engine speed Netagf for making the output of the target engine power Pe* from the engine 22 optimum for the fuel efficiency in all the shift stages M may be set as the target Engine speed Ne*.

In the hybrid vehicle 20 according to the first embodiment, the mode switch 90 is provided, and the rear-upshift drivability-priority drive control shown in FIGS. 2 and 3 is executed when the driving feeling priority mode is selected by the mode switch 90 Routine, but without setting the mode switch 90, the rear upshift drivability priority drive control routine shown in FIGS. 2 and 3 may be executed as the normal drive control.

In the hybrid vehicle 20 according to the first embodiment, the battery charge/discharge power Pb is set based on the rear upshift vehicle speed increment ΔV, and will be obtained by dividing the battery charge/discharge power Pb by the rotational speed Nd of the drive shaft 36 The result is set as the temporary corrected driving force Tdctmp. However, as described in the rear upshift drivability priority drive control routine shown in FIG. 15 , the rear upshift time t and the charge/discharge power setting map corresponding to the rear upshift time t can be used to The battery charge/discharge power Pb is set (step S260B). FIG. 16 is a diagram showing a rear-upshift charge/discharge power setting map according to a modification. As shown in the figure, in the charge/discharge power setting map corresponding to the post-upshift time t, when the post-upshift time t is less than the time t2 (the time t2 is determined to be a time smaller than the time t1), The battery charging/discharging power is set to be used as the charging power (power of negative value) and the charging power is reduced as the post-upshift time t approaches time t2. When the post-upshift time t reaches time t2, the charge/discharge power is zero. When the post-upshift time t is greater than the time t2, the battery charge/discharge power is set to be used as the discharge power (power of a positive value) and the discharge power is increased as the post-upshift time t approaches the time t1. When the post-upshift time t is greater than the time t1, the battery charge/discharge power is set to gradually decrease to 0 until the post-upshift time reaches the threshold value tref. Therefore, the temporary correction driving force Tdctmp is set to be used as the braking force just after the upshift, the braking force is decreased with the passage of time, the braking force is changed to the driving force, and the driving force is increased. The temporary correction driving force Tdctmp is set so that the driving force gradually decreases when the time t1 elapses. Therefore, the charge/discharge balance of the battery 50 can be maintained and overdischarge of the battery 50 can be suppressed. In this modification, the reflection rate ka corresponding to the post-upshift time t is not necessary, and the result obtained by multiplying the temporary corrected driving force Tdctmp by the reflection rates kb, kc, and kd can be set as the corrected driving force Tdc (steps S280B and S290B).

In the hybrid vehicle 20 according to the first embodiment, by multiplying the temporary corrected driving force Tdctmp based on the rear upshift vehicle speed increment ΔV by the reflection rate ka corresponding to the rear upshift time t, the reflection corresponding to the engine speed Ne The result obtained by the rate kb, the reflection rate kc corresponding to the power storage ratio SOC, and the reflection rate kd corresponding to the battery temperature Tb is set as the corrected driving force Tdc. However, some of the reflection rates ka, kb, kc, and kd may not be reflected in setting the corrected driving force Tdc. In the above modification, when the temporary corrected driving force Tdctmp based on the post-upshift time t is multiplied by the reflection rate kb corresponding to the engine speed Ne, the reflection rate kc corresponding to the power storage ratio SOC, and the battery temperature Tb When the result obtained by the reflection rate kd is set as the corrected driving force Tdc, some of the reflection rates ka, kb, kc, and kd may not be reflected in setting the corrected driving force Tdc.

The operation when the shift position SP is the manual position (M position) in the hybrid vehicle 20 according to the first embodiment will be described below. In this case, it is possible to execute the rear upshift drivability priority drive control routine (first half) shown in FIG. 17 and the rear upshift drivability priority drive control routine shown in FIG. 3 ( second half). The rear upshift drivability priority drive control routine shown in FIG. 17 is the same as the rear upshift drivability priority drive control routine shown in FIG. 2 except that the input shift stage M is added as the processing of the shift position SP (step S105 ), and the process of step S120 of setting the shift stage M using the shift stage map shown in FIG. 7 is excluded. The processing of the second half of the rear upshift drivability priority drive control routine is the same as the rear upshift drivability priority drive control routine shown in FIG. 3 and is therefore not shown. The drive control when the shift position SP is the manual position (M position) will be briefly described below using the rear upshift drivability priority drive control routine shown in FIG. 17 .

When executing the rear upshift drivability priority drive control routine shown in FIG. 17 , the HVECU 70 first receives the accelerator depression amount Acc, the vehicle speed V, the gear stage M, the rotational speed Ne of the engine 22 , and the power storage ratio of the battery 50 . SOC and battery temperature Tb (step S105 ), and the accelerator required driving force Tda is set using the accelerator opening level Acc, the vehicle speed V, and the accelerator required driving force setting map shown in FIG. 4 (step S110 ). Subsequently, the drivability target engine speed Netagf is set using the vehicle speed V, the gear stage M, and the drivability target engine speed setting map shown in FIG. 8 (step S130 ), and the drivability target engine speed Netagf and the The upper limit engine power setting map shown in FIG. 9 sets the upper limit engine power Pelim (step S140). Then, the upper limit driving force Tdlim is set by dividing the upper limit engine power Pelim by the rotational speed Nd of the drive shaft 36 (step S150) and the accelerator required driving force Tda and the upper limit driving force Tdlim are compared (step S160).

When the accelerator required driving force Tda is equal to or smaller than the upper limit driving force Tdlim, the accelerator required driving force Tda is set as the base driving force Tdb (step S170 ), and will be determined by multiplying the accelerator required driving force Tda by the rotational speed Nd of the drive shaft 36 The obtained result is set as the target engine power Pe* (step S180). When the accelerator required driving force Tda is greater than the upper limit driving force Tdlim, the upper limit driving force Tdlim is set as the base driving force Tdb (step S190 ), and the upper limit engine power Pelim is set as the target engine power Pe* (step S200 ).

The drivability target engine speed Netagf is set as the target engine speed Ne* (step S210), and the torque command Tm1* of the motor MG1 is set using the expression (2) (step S220). The subsequent processing is the same as that of the rear upshift drivability priority drive control routine (second half) shown in FIG. 3 . That is, the post-upshift time t is measured (step S230), and it is determined whether the post-upshift time t is less than the threshold value tref (step S240). When the rear upshift time t is less than the threshold value tref, the rear upshift vehicle speed increment ΔV is calculated (step S250 ) by using the rear upshift vehicle speed increment ΔV and the charge/discharge power setting map shown in FIG. 10 And the obtained temporary corrected driving force Tdctmp is multiplied by the reflection rates ka, kb, kc and kd to set the corrected driving force Tdc (steps S260 to S290), and the result obtained by adding the corrected driving force Tdc to the base driving force Tdb The effective driving force Td* is set (step S300). Then, the torque command Tm2* of the motor MG2 is set using the expression (3) (step S310), the target engine power Pe* and the target engine rotational speed Ne* are transmitted to the engine ECU 24, and the torque commands Tm1* and Tm2* are transmitted to the motor ECU 40 (step S320), and the routine ends. On the other hand, when the post-upshift time t is equal to or greater than the threshold value tref, the base driving force Tdb is set as the effective driving force Td* (step S330). The torque command Tm2* of the motor MG2 is set using the expression (3) (step S340), the target engine power Pe* and the target engine rotational speed Ne* are transmitted to the engine ECU 24, and the torque commands Tm1* and Tm2* are transmitted to the motor ECU 40 (step S350), and the routine ends.

In the hybrid vehicle 20 according to the first embodiment, when the shift position SP is the manual position (M position), driving is set based on the shift stage M and the vehicle speed V based on the driver's shift operation (upshift or downshift) Performance Target Engine Speed Netagf. Therefore, when the driver steps on the accelerator pedal 83 for upshifting, similarly to when the shift position SP is the D position, the engine 22 can be rotated depending on the shift stage M, and better driving can be given to the driver Feel. After the upshift, as the vehicle speed V increases, the driving force output to the drive shaft 36 is greatly corrected. Therefore, it is possible to give the driver a good feeling of the increase in the acceleration force after the upshift. As a result, good driving feeling and acceleration performance can be achieved in an upshift.

The hybrid vehicle 120 according to the second embodiment of the present invention will be described below. The configuration of a hybrid vehicle 120 according to the second embodiment is schematically shown in FIG. 18 . The hybrid vehicle 120 according to the second embodiment has the same configuration as the hybrid vehicle 20 according to the first embodiment shown in FIG. 1 except that the transmission 130 is provided as shown in FIG. 18 . For the purpose of omitting repeated description, the same elements in the hybrid vehicle 120 according to the second embodiment as those in the hybrid vehicle 20 according to the first embodiment will be designated by the same reference numerals, and details thereof will not be repeated describe.

The transmission 130 included in the hybrid vehicle 120 according to the second embodiment is constituted by a hydraulically driven three-speed stepped automatic transmission in the traveling direction, and shifts according to a control signal from the HVECU 70 . In the hybrid vehicle 120 according to the second embodiment, in addition to the three shift stages of the transmission 130, three virtual shift stages are set to constitute a six shift stage transmission. FIG. 19 shows an example of a shift stage map used in the second embodiment. For ease of comparison, the shift stage map shown in FIG. 19 is the same as the shift stage map shown in FIG. 7 . In FIG. 19 , the thick solid line indicates the upshift line of the transmission 130 , and the thick broken line indicates the downshift line of the transmission 130 . Thin solid lines represent virtual upshift lines, and thin dashed lines represent virtual downshift lines. In the drawings, numerals and arrows in the upper and lower parts represent shifting of six gear stages including virtual gear stages, and numerals and arrows in parentheses in the upper and lower parts represent shifting of three gear stages of the transmission 130 . As shown in the drawings, one virtual shift stage is provided between adjacent shift stages of the transmission 130 .

In the hybrid vehicle 120 according to the second embodiment, when the shift position is the D position in the driving feeling priority mode, the rear upshift drivability priority drive control routine shown in FIGS. 20 and 21 is executed. The rear upshift drivability priority drive control routine shown in FIGS. 20 and 21 is the same as the rear upshift drivability priority drive control routine shown in FIGS. 2 and 3 except that the actual shift stage Ma is set and step S120C of the shift stage M, steps S310C and S340C of setting the torque command Tm2* of the motor MG2 using the gear ratio Gr of the actual shift stage Ma of the shift lever 130, and when the target engine power Pe* or the target engine speed is delivered Steps S320C and S350C of transmitting the actual gear stage Ma to the transmission 130 at Ne*. Therefore, the same processing in the rear upshift drivability priority drive control routine shown in FIGS. 20 and 21 as in the rear upshift drivability priority drive control routine shown in FIGS. 2 and 3 is determined by The same steps are numbered. The following will briefly describe the rear upshift drivability priority drive control routine shown in FIGS. 20 and 21 focusing on the differences from the rear upshift drivability priority drive control routine shown in FIGS. 2 and 3 .

When executing the post-upshift drivability priority drive control routine shown in FIGS. 20 and 21 , the HVECU 70 first receives the accelerator depression amount Acc, the vehicle speed V, the rotational speed Ne of the engine 22 , and the power storage ratio SOC of the battery 50 . and the battery temperature Tb (step S100 ), and the accelerator required driving force Tda is set using the accelerator depression amount Acc, the vehicle speed V, and the accelerator required driving force setting map shown in FIG. 4 (step S110 ). Subsequently, the shift stage M and the actual shift stage Ma are set using the accelerator depression amount Acc, the vehicle speed V, and the shift stage map shown in FIG. 19 (step S120C). Here, the shift stage M refers to six shift stages including virtual shift stages, and the actual shift stage Ma refers to three shift stages of the transmission 130 . Therefore, the shift stage M is set to any one of the six shift stages based on all shift stage lines in FIG. 19 , and the actual shift stage Ma is set to three based on the thick solid line and the thick broken line in FIG. 19 . any of the gears.

Then, the drivability target engine speed Netagf is set using the vehicle speed V, the gear stage M, and the drivability target engine speed setting map shown in FIG. 8 (step S130 ), and the drivability target engine speed Netagf and the The upper limit engine power setting map shown in FIG. 9 sets the upper limit engine power Pelim (step S140). Then, the upper limit driving force Tdlim is set by dividing the upper limit engine power Pelim by the rotational speed Nd of the drive shaft 36 (step S150), and the accelerator required driving force Tda and the upper limit driving force Tdlim are compared (step S160).

When the accelerator required driving force Tda is equal to or smaller than the upper limit driving force Tdlim, the accelerator required driving force Tda is set as the base driving force Tdb (step S170 ), and is obtained by multiplying the accelerator required driving force Tda by the rotational speed Nd of the drive shaft 36 The obtained result is set as the target engine power Pe* (step S180). When the accelerator required driving force Tda is greater than the upper limit driving force Tdlim, the upper limit driving force Tdlim is set as the base driving force Tdb (step S190 ), and the upper limit engine power Pelim is set as the target engine power Pe* (step S200 ).

The drivability target engine speed Netagf is set as the target engine speed Ne* (step S210), and the torque command Tm1* of the motor MG1 is set using the expression (2) (step S220). Then, the post-upshift time t is measured (step S230 ), and it is determined whether the post-upshift time t is smaller than the threshold value tref (step S240 ). When the rear upshift time t is less than the threshold value tref, the rear upshift vehicle speed increment ΔV is calculated (step S250 ) by using the rear upshift vehicle speed increment ΔV and the charge/discharge power setting map shown in FIG. 10 And the obtained temporary corrected driving force Tdctmp is multiplied by the reflection rates ka, kb, kc and kd to set the corrected driving force Tdc (steps S260 to S290), and the result obtained by adding the corrected driving force Tdc to the base driving force Tdb It is set as the effective driving force Td* (step S300).

Then, the torque command Tm2* of the motor MG2 is set using the expression (5) (step S310C). In Expression (5), “Gr” represents the gear ratio of the actual gear stage Ma of the transmission 130 . Therefore, the first term on the right side of Expression (5) refers to the driving force to be output to the input shaft of the transmission 130 in order to output the effective driving force Td* to the drive shaft 36 , which is the transmission 130 . the output shaft.

Tm2*=Td*/Gr+Tm1*/ρ(5)

The target engine power Pe* and the target engine rotational speed Ne* are transmitted to the engine ECU 24, the torque commands Tm1* and Tm2* are transmitted to the motor ECU 40, the actual gear stage Ma is transmitted to the transmission 130 (step S320C), and the routine ends . The transmission 130 receiving the actual shift stage Ma maintains the shift stage when the shift stage is the actual shift stage Ma, and shifts so that the shift stage is the actual shift stage Ma when the shift stage is not the actual shift stage Ma.

On the other hand, when the post-upshift time t is equal to or greater than the threshold value tref, the base driving force Tdb is set as the effective driving force Td* (step S330). The torque command Tm2* of the motor MG2 is set using the expression (5) (step S340C), the target engine power Pe* and the target engine speed Ne* are transmitted to the engine ECU 24, and the torque commands Tm1* and Tm2* are transmitted to the motor The ECU 40 transmits the actual gear stage Ma to the transmission 130 (step S350C), and the routine ends.

Since the above-described hybrid vehicle 120 according to the second embodiment performs the same function as the hybrid vehicle 20 according to the first embodiment, the same functions as those realized in the hybrid vehicle 20 according to the first embodiment can be achieved advantage. That is, when the driver steps on the accelerator pedal 83 to upshift, the engine 22 can be rotated depending on the shift stage M, and a better driving feeling can be given to the driver. After the upshift, as the vehicle speed V increases, the driving force output to the drive shaft 36 is greatly corrected. Therefore, it is possible to give the driver a good feeling of the increase in the acceleration force after the upshift.

The operation when the shift position SP is the manual position (M position) in the hybrid vehicle 120 according to the second embodiment will be described below. In this case, it is possible to execute the rear upshift drivability priority drive control routine (first half) shown in FIG. 22 and the rear upshift drivability priority drive control routine shown in FIG. 21 ( second half). The rear upshift drivability priority drive control routine (first half) shown in FIG. 22 is the same as the rear upshift drivability priority drive control routine (first half) shown in FIG. 20, except The process of inputting the shift stage M as the shift position SP is added (step S105 ) and the process of step S120C of setting the shift stage M using the shift stage map shown in FIG. 19 is excluded. The difference is the same as that described in the rear-upshift drivability-priority drive control routine shown in FIG. 17 , and thus the description thereof will not be repeated.

In the hybrid vehicle 120 according to the second embodiment, the transmission 130 of three shift stages is provided to constitute six shift stages including virtual shift stages, but the transmission 130 is not limited to three shift stages and may have two shift stages Or there may be more than four shift stages. One virtual shift stage is provided between adjacent shift stages of the transmission, but a desired number of virtual shift stages may be provided in each shift stage of the transmission, such as one shift stage or two shift stages, or may be provided only in A desired number of virtual shift stages are set in a specific shift stage. A virtual shift stage may not be set.

The correspondence between the main elements in the embodiments and the main elements of the present invention described in "Summary of the Invention" will be described below. In the embodiment, the engine 22 corresponds to the "engine", the motor MG1 corresponds to the "first motor", the drive shaft 36 corresponds to the "drive shaft", the planetary gear 30 corresponds to the "planetary gear mechanism", and the motor MG2 corresponds to the "first motor". Two motors", and battery 50 corresponds to "battery". The HVECU 70, the engine ECU 24, and the motor ECU 40, which execute the drive control in the normal driving mode or the rear upshift drivability priority drive control routine shown in Figs. 2 and 3, correspond to "electronic control units".

The correspondence between the main elements in the embodiments and the main elements of the present invention described in the "Summary of the Invention" is not limited to the elements of the present invention described in the "Summary of the Invention" because the embodiments are for concrete description Examples of aspects to put the invention described in the "Summary of the Invention" into practice. That is, the analysis of the invention described in the "Summary of the Invention" must be performed based on its description, and these embodiments are only specific examples of the invention described in the "Summary of the Invention".

Although the aspects of the present invention have been described above with reference to the embodiments, the present invention is not limited to the embodiments and can be modified in various forms without departing from the gist of the present invention.

The present invention is applicable to the industry that manufactures hybrid vehicles.

Claims (10)

1. A hybrid vehicle, characterized in that it comprises: engine; the first motor; a planetary gear mechanism including three rotating elements connected to an output shaft of the engine, a rotating shaft of the first motor, and a drive shaft connected to an axle, respectively; a second motor connected to the drive shaft and configured to input power to and output power from the drive shaft; a battery configured to provide power to and receive power from the first and second motors; and an electronic control unit configured to: Setting the gear stage based on the accelerator depression amount and the vehicle speed or the driver's operation; setting a target rotational speed of the engine based on the gear stage and the vehicle speed; setting a base driving force based on the amount of depression of the accelerator, the vehicle speed, and the target rotational speed; When the shift stage is upshifted, a correction driving force is set such that the correction driving force increases with an increase in elapsed time after upshifting or an increase in vehicle speed after upshifting; and The engine, the first motor, and the second motor are controlled such that a driving force obtained by correcting the base driving force using the corrected driving force is output to the drive shaft for causing the hybrid The vehicle is moving. 2 . The hybrid vehicle of claim 1 , wherein the electronic control unit is configured to control the second motor such that power required to correct the base driving force using the corrected driving force is 2. 3 . Power overlay for charging and discharging the battery. 3. The hybrid vehicle of claim 2, wherein the electronic control unit is configured to control the second motor such that power used to charge and discharge the battery immediately after an upshift is used It is used as charging side power and is converted into discharge side power with the passage of time. 4. The hybrid vehicle according to claim 2 or 3, wherein the electronic control unit is configured to set the corrected driving force to be smaller as the power storage ratio becomes lower, wherein The power storage ratio is the ratio of the dischargeable power of the battery to the full capacity. 5. The hybrid vehicle according to claim 2 or 3, wherein the electronic control unit is configured to set the corrected driving force to be higher than when the temperature of the battery is not within an appropriate temperature range Small when the temperature of the battery is within the appropriate temperature range. 6. The hybrid vehicle according to any one of claims 1 to 3, wherein the electronic control unit is configured to adjust the corrective driving force as the rotational speed of the engine becomes lower Set to small. 7. The hybrid vehicle according to any one of claims 1 to 3, wherein the electronic control unit is configured to set the corrective driving force to gradually increase when a predetermined time elapses after an upshift decrease. 8. The hybrid vehicle of any one of claims 1 to 3, wherein the electronic control unit is configured to: setting a required driving force to be output to the drive shaft based on the depression amount of the accelerator and the vehicle speed; setting the maximum power output from the engine when the engine is operating at the target rotational speed as an upper limit power; setting the driving force when the upper limit power is output to the drive shaft as an upper limit driving force; and The smaller of the upper limit driving force and the required driving force is set as the base driving force. 9. The hybrid vehicle according to any one of claims 1 to 3, wherein the shift stage is a virtual shift stage. 10. The hybrid vehicle of any one of claims 1 to 3, further comprising a stepped transmission attached between the drive shaft and the planetary gear mechanism , Wherein, the shift stage is a shift stage of the stepped transmission, or a shift stage obtained by adding a virtual shift stage to the shift stage of the stepped transmission.